Control system for a vehicle and method

ABSTRACT

A motor vehicle stop/start control system for controlling at least a portion of a powertrain of a vehicle, the system being configured to: receive speed information indicative of vehicle speed; and receive brake information indicative that a braking system has been activated to apply brake torque; wherein the control system is further configured to cause an engine of the motor vehicle to be switched off when a first set of predetermined conditions are met, the first set of conditions including the conditions that the brake information indicates that the braking system is active and the speed information indicates that vehicle speed is a below a predetermined engine-off speed, the engine-off speed being determined by the control system at least in part by reference to information received by the control system.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.16/310,963, filed on Dec. 18, 2018, which is the national stage entry ofInternational Application No. PCT/EP2017/064700, filed on Jun. 15, 2017,which claims priority to United Kingdom Application No. GB 1610778.1,filed on Jun. 21, 2016.

TECHNICAL FIELD

The present disclosure relates to a vehicle controller and controlmethod and particularly, but not exclusively, to a controller and amethod for controlling operation of one or more vehicle systems orsubsystems in a land-based vehicle. Aspects of the invention relate to acontrol system, a vehicle, a method, a non-transitory computer readablecarrier medium carrying a computer readable code, a computer programproduct executable on a processor, a computer readable medium and aprocessor.

BACKGROUND

It is known to provide a control system for a motor vehicle forcontrolling one or more vehicle subsystems. A vehicle control systemtypically comprises a plurality of subsystem controllers including anengine controller (which may be described as an engine managementsystem), a transmission controller and a brakes controller. In somevehicles, the control system may be configured to cause the engineautomatically to be switched off in order to reduce emissions or savefuel when the vehicle stops. The control system may then cause theengine automatically to be switched back on when a driver depresses anaccelerator pedal and/or releases a brake pedal. It is desirable toreduce vehicle emissions and/or fuel consumption as much as practicallypossible.

It is against this background that the present invention has beenconceived. Embodiments of the invention may provide an apparatus, amethod or a vehicle which addresses one or more of the above problems.Other aims and advantages of embodiments of the invention will becomeapparent from the following description, claims and drawings.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide control system, avehicle, a method, a non-transitory computer readable carrier mediumcarrying a computer readable code, a computer program product executableon a processor, a computer readable medium and a processor as claimed inthe appended claims.

In one aspect of the invention for which protection is sought there isprovided a motor vehicle stop/start control system the system beingconfigured to: receive speed information indicative of vehicle speed;receive brake information indicative that a braking system has beenactivated to apply brake torque; and receive gradient informationindicative of driving surface gradient, wherein the control system isfurther configured to cause an engine of the motor vehicle to beswitched off when a first set of predetermined conditions are met, thefirst set of conditions including the conditions that the brakeinformation indicates that the braking system is active and the speedinformation indicates that vehicle speed is a below a predeterminedengine-off speed.

While the gradient information may be indicative of the current pitch ofthe motor vehicle (that is, the gradient of the driving surfaceimmediately beneath the vehicle), the gradient information may insteadbe indicative of the gradient of a road surface ahead of the vehicle.Such gradient information may be generated from one of a vehicle mountedsensor system and/or 3D map information.

The system may be installed in a motor vehicle having an automatictransmission. The vehicle may have a torque converter configured tosubstantially disconnect the driveline from the engine, for example whenthe accelerator pedal is released and the vehicle is coasting, in orderto reduce emissions. The torque converter may be comprised by theautomatic transmission. Alternatively the torque converter may beprovided in a torque flowpath between the engine and automatictransmission.

The predetermined engine-off speed may be in the range from around 10kph to around 30 kph. Advantageously the engine-off speed is not lessthan substantially 10 kph. Further advantageously the engine-off speedis not less than substantially 15 kph, optionally in the range from 15kph to 40 kph, preferably in the range from 15 kph to 30 kph.

It is to be understood that in known vehicles having stop/startfunctionality, it is not known to provide stop/start functionality thatis able automatically to stop the engine whilst the vehicle is moving,known as ‘stop/start on the move’. This is because, in known vehicleswith stop/start functionality and an automatic transmission, thedriveline remains connected to the engine at substantially all timesthat the transmission is in a drive mode (such as forward drive mode D)and the engine is running. When the vehicle is travelling at speed andthe driver releases the accelerator pedal, fueling of the engine istypically stopped although the engine remains connected to the drivelinewhich effectively ‘drives’ the engine, causing ‘motoring’ (turning) ofthe engine and causing the engine to exert a braking effect.

In contrast, in a vehicle having a torque converter configured tosubstantially disconnect the engine from the driveline, the torqueconverter typically substantially disconnects the engine from thedriveline when the vehicle is travelling at speed and the acceleratorpedal is released. When an engine controller of the vehicle detects thatthe engine speed falls below a predetermined value, engine fuelingresumes and the engine is prevented from stopping. A stop/start controlsystem typically causes the engine to stop when vehicle speed fallsbelow around 2-5 kph in order to reduce emissions. Thus, in vehicleshaving torque converters configured to substantially disconnect theengine from the driveline, the engine continues to burn fuel, and thevehicle generates unwanted emissions, even when the accelerator pedal isreleased and the engine is disconnected from the driveline, untilvehicle speed falls to a value in the range from 2-5 kph.

Embodiments of the present invention have the advantage that a motorvehicle having a torque converter configured to substantially disconnectthe engine from the driveline may experience a reduction in emissionswhen the vehicle slows. This is at least in part because the engine iscaused to switch off when the vehicle is braking and vehicle speed fallsbelow a predetermined speed.

In a further aspect of the invention for which protection is soughtthere is provided a motor vehicle stop/start control system forcontrolling at least a portion of a powertrain of a vehicle, the systembeing configured to:

receive speed information indicative of vehicle speed; and

receive brake information indicative that a braking system has beenactivated to apply brake torque;

wherein the control system is further configured to cause an engine ofthe motor vehicle to be switched off when a first set of predeterminedconditions are met, the first set of conditions including the conditionsthat the brake information indicates that the braking system is activeand the speed information indicates that vehicle speed is a below apredetermined engine-off speed, the engine-off speed being determined bythe control system at least in part by reference to information receivedby the control system.

Embodiments of the present invention have the advantage that, becausethe engine-off speed is determined at least in part by reference toinformation received by the control system, and is not substantiallyfixed for all situations or conditions, the engine-off speed can beadjusted dynamically in order to enhance vehicle operation, such asdrivability and/or performance.

Optionally, the control system is configured to receive gradientinformation indicative of driving surface gradient, the engine-off speedbeing determined by the control system at least in part by reference tothe gradient information.

Embodiments of the present invention have the advantage that, becausethe engine-off speed is determined at least in part by reference togradient information, vehicle performance and handling may be enhancedwhen negotiating inclined driving surfaces. It is to be understood thatif the vehicle is slowing and the control system causes the engine to beswitched off, the control system may be configured to cause the engineto be restarted if the driver actuates an accelerator pedal or othercontrol to increase the amount of drive demand, such as engine drivetorque demand in the case of a conventional engine-driven motor vehiclehaving a single prime mover in the form or an engine.

The control system may be configured to not cause the engine to beswitched off when the first set of predetermined conditions are met ifthe gradient information indicates the gradient exceeds a criticalstop/start suspend value.

This feature has the advantage that, if the driving surface gradient isparticularly steep, stop/start functionality may be suspended.

The control system may be configured to receive drive demand informationindicative of an amount of drive demanded of the powertrain of thevehicle, wherein the first set of conditions further includes thecondition that the drive demand information indicates that positivedrive is not being demanded of the powertrain.

It is to be understood that in some embodiments drive demand informationmay be received from an accelerator control device, such as anaccelerator pedal control, or from a speed control system.

Optionally, the drive demand information is generated at least in partin dependence on the position of a user-operated drive demand inputcontrol, wherein the control system is configured to determine that thedrive demand information indicates that positive drive is not beingdemanded of the powertrain if the position of the user-operated drivedemand input control corresponds to a predetermined position.

Optionally, the predetermined user-operated drive demand input controlposition corresponds to an input control-released position.

In the case that the user-operated drive demand input control comprisesan accelerator pedal, the predetermined position may correspond to anaccelerator pedal-released position.

Optionally, the first set of one or more conditions includes thecondition that the control system has determined that a stationaryvehicle lies in a path of the vehicle ahead of the vehicle.

Optionally, the first set of one or more conditions includes thecondition that the control system has determined that a traffic controlsystem lies in a path of the vehicle ahead of the vehicle and thetraffic control system indicates that the vehicle must stop.

Optionally, the requirement that the first set of one or more conditionsincludes the condition that the control system has determined that atraffic control system lies in a path of the vehicle ahead of thevehicle and the traffic control system indicates that the vehicle muststop comprises the condition that the traffic control system is atraffic light control system and the traffic light control systemindicates that the vehicle must stop.

The control system may be configured automatically to cause thefoundation braking system to apply brake force to the one or more brakewheels to substantially prevent rollback of the vehicle if a second setof conditions are met, the second set of conditions comprising theconditions that the vehicle speed has fallen substantially to zero andthe engine has been stopped automatically by the stop/start controlsystem.

Optionally, the second set of conditions further comprises the conditionthat the gradient information indicates that the gradient of the drivingsurface exceeds a predetermined gradient amount.

In an aspect of the invention for which protection is sought there isprovided a control system according to any preceding claim, comprisingan electronic processor having an electrical input for receiving thebrake information and speed information; and an electronic memory deviceelectrically coupled to the electronic processor and having instructionsstored therein,

wherein the processor is configured to access the memory device andexecute the instructions stored therein such that it is operable tocause an engine of the motor vehicle to be switched off when a first setof predetermined conditions are met, the first set of conditionsincluding the conditions that the brake information indicates that thebraking system is active and the speed information indicates thatvehicle speed is a below a predetermined engine-off speed, theengine-off speed being determined by the processor at least in part byreference to information received by the processor.

In a further aspect of the invention for which protection is soughtthere is provided a vehicle comprising a motor vehicle stop/startcontrol system according to another aspect.

Optionally, the powertrain comprises an engine and a driveline, thedriveline comprising an automatic transmission, the vehicle furthercomprising a torque converter configured to cause disconnection of theengine from at least a portion of the automatic transmission.

Optionally, the torque converter is provided in a torque flowpath fromthe engine to the automatic transmission.

Optionally, the torque converter is comprised by the automatictransmission.

Optionally, the vehicle comprises an electric pump for changing gearwhile the engine is switched off.

In an aspect of the invention for which protection is sought there isprovided a method of controlling a vehicle implemented by means of acontrol system, the method comprising:

receiving speed information indicative of vehicle speed; and

receiving brake information indicative that a braking system has beenactivated to apply brake torque;

wherein the method comprises causing an engine of the motor vehicle tobe switched off when a first set of predetermined conditions are met,the first set of conditions including the conditions that the brakeinformation indicates that the braking system is active and the speedinformation indicates that vehicle speed is a below a predeterminedengine-off speed, the engine-off speed being determined by the controlsystem at least in part by reference to information received by thecontrol system.

In an aspect of the invention for which protection is sought there isprovided a non-transitory computer readable carrier medium carrying acomputer readable code for controlling a vehicle to carry out the methodof another aspect.

In an aspect of the invention for which protection is sought there isprovided a computer program product executable on a processor so as toimplement the method of another aspect.

In an aspect of the invention for which protection is sought there isprovided a computer readable medium loaded with the computer programproduct of another aspect.

In an aspect of the invention for which protection is sought there isprovided a processor arranged to implement the method of another aspect,or the computer program product of another aspect.

Within the scope of this application it is expressly intended that thevarious aspects, embodiments, examples and alternatives set out in thepreceding paragraphs, in the claims and/or in the following descriptionand drawings, and in particular the individual features thereof, may betaken independently or in any combination. That is, all embodimentsand/or features of any embodiment can be combined in any way and/orcombination, unless such features are incompatible. The applicantreserves the right to change any originally filed claim or file any newclaim accordingly, including the right to amend any originally filedclaim to depend from and/or incorporate any feature of any other claimalthough not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described, by way of example only,with reference to the accompanying drawings, in which:

FIG. 1 is a schematic illustration of a vehicle according to anembodiment of the present invention;

FIG. 2 is a block diagram illustrate a portion of a vehicle controlsystem in accordance with an embodiment of the invention;

FIG. 3 is a flow diagram illustrating a method of controlling thevehicle of the embodiment of FIG. 1;

FIG. 4 is a schematic illustration of a vehicle according to a furtherembodiment of the present invention; and

FIG. 5 is a flow diagram illustrating a method of controlling thevehicle of the embodiment of FIG. 4.

DETAILED DESCRIPTION

FIG. 1 shows a vehicle 100 according to an embodiment of the invention.The vehicle 100 has a powertrain 129 that includes an engine 121 that isconnected to a driveline 130 having an automatic transmission 124. Thetransmission 124 has a transmission mode selector dial 124L permitting adriver to select the required transmission operating mode selected frompark (P), forward drive (D), neutral (N) and reverse drive (R). Theautomatic transmission 124 has an integrated torque converter that isconfigured to assume one of three conditions: a ‘slipping’ condition, a‘lock-up’ condition, or a ‘disconnect’ condition.

In the slipping condition, slip of an input drive portion of the torqueconverter relative to an output portion thereof is permitted, forexample when the engine 121 is on and the vehicle is at rest with thetransmission in a forward or reverse operating mode. In the ‘lock-up’condition the input drive portion and output drive portion of the torqueconverter are substantially locked together such that substantially noslip of one relative to the other occurs. Such a condition isadvantageously assumed when the vehicle has accelerated from a restcondition and the speeds of the input and output portions of the torqueconverter are able to be matched. Assumption of the lock-up conditionresults in enhanced efficiency of operation of the transmission 124since losses associated with slip of a torque-converter may be reduced.In the ‘disconnect’ condition, the input and output drive portions ofthe torque converter are substantially disconnected from one another.

A starter motor 121S and a belt-integrated starter/generator device(BISG) 121B are respectively coupled to the engine 121. The starter 121Sis powered by a 12V battery 151B and is configured to start the engine121 when required. The BISG is configured to provide torque boost to theengine 121 when required, reducing the amount of power that the engine121 is required to generate in order to meet driver drive demand. Thus,the amount of torque required to meet driver drive demand may beprovided by a combination of torque generated by the engine 121 andtorque generated by the BISG 121B. The BISG 121B is powered by means ofa 48V battery 150B. When the BISG 121B is not being operated as a motorto provide torque assist, the BISG 121B may be operated as a generatorin order to generate electric current to recharge both the 48V battery150B and the 12V battery 151B. The 12V battery 151B is recharged via aDC/DC converter 150C that converts a potential of around 48V generatedby the BISG 121B to a potential suitable for recharging the 12V battery151B.

The vehicle 100 has a powertrain controller 129C configured to controlstopping and starting of the engine 121, and to control operation of theBISG 121B to provide torque boost or recharging of the battery 150B whenrequired. It is to be understood that in some embodiments the BISG 121Bmay be used to start the engine 121 instead of the starter 121S incertain circumstances.

The driveline 130 is arranged to drive a pair of front vehicle wheels111,112 by means of a front differential 135F and a pair of front driveshafts 118. The driveline 130 also comprises an auxiliary drivelineportion 131 arranged to drive a pair of rear wheels 114, 115 by means ofan auxiliary driveshaft or prop-shaft 132, a rear differential 135 and apair of rear driveshafts 139. It is to be understood that embodiments ofthe present invention are suitable for use with vehicles in which thetransmission 124 is arranged to drive only a pair of front wheels oronly a pair of rear wheels (i.e. front wheel drive vehicles or rearwheel drive vehicles) or selectable two wheel drive/four wheel drivevehicles, or permanent four wheel drive vehicles. In the embodiment ofFIG. 1 the transmission 124 is releasably connectable to the auxiliarydriveline portion 131, allowing selectable two wheel drive or four wheeldrive operation. It is to be understood that embodiments of theinvention may be suitable for vehicles having more than four wheels orless than four wheels.

The vehicle 100 has an accelerator pedal 161, a brake pedal 163 and asteering wheel 181. The steering wheel 181 is supported by a steeringcolumn 181SC.

FIG. 2 illustrates schematically the powertrain controller 129C of thevehicle of the embodiment of FIG. 1. The powertrain controller 129C isconfigured to receive an accelerator pedal position signal APSindicative of the position of the accelerator pedal 161, a brake pedalposition signal BPS indicative of the position of the brake pedal 163,an engine speed signal ESS indicative of the speed of rotation of theengine 121 and a wheel speed signal WSS from a sensor at each wheelindicative of the speed of rotation of each wheel 111, 112, 114, 115.The powertrain controller 129C also receives a driving surface gradientsignal GS indicative of a gradient of the driving surface on which thevehicle 100 is located, from an inertial measurement unit (IMU) 128S.The gradient signal indicates the pitch angle of the vehicle 100relative to a reference pitch angle which corresponds to the vehiclebeing positioned on a substantially flat, horizontal plane.

The powertrain controller 129C calculates a speed of travel of thevehicle 100 based on the wheel speed signals WSS, known as a vehiclereference speed VR. The controller 129C calculates the amount ofpowertrain torque demanded by the driver at any one time based on theaccelerator pedal position signal APS and engine speed signal ESS, andcontrols the engine 121 and BISG 121B in order to cause the amount ofdriver demanded powertrain torque to be transmitted from the engine 121and BISG 121B to the transmission 124. The powertrain controller 129Caccomplishes this by outputting an engine torque request signal ETS tothe engine 121 and a BISG torque request signal BTS to the BISG, inresponse to which the engine 121 and BISG 121B endeavour to generate therequested amount of torque.

The powertrain controller 129C is also configured to output a brakedemand signal BDS to brake controller 126B, the brake demand signal BDSbeing indicative of the amount of brake pressure the brake controller126B is to cause to be generated in the braking system 126 (FIG. 2).

In some alternative embodiments, a brake controller 126B receives thewheel speed signal WSS and calculates the value of VR, rather than thepowertrain controller 129C, and the value of VR is output by the brakecontroller 126B to the powertrain controller 129C.

In the present embodiment, the powertrain controller 129C is configuredto monitor the accelerator pedal position signal APS and brake pedalposition signal BPS substantially continually. When the vehicle speedexceeds a predetermined lower threshold speed VLT but is less than apredetermined upper threshold speed VUT and the conditions are met that(1) the brake pedal position signal BPS indicates the brake pedal 163 isdepressed by more than a predetermined amount, and (2) the acceleratorpedal position signal APS indicates that the accelerator pedal 161 is ina released position, i.e. an undepressed position, the powertraincontroller 129C is configured to cause an engine “stop on the move”(SOTM) procedure to be executed in which the engine 121 is switched offand, if the BISG 121B is delivering positive drive torque to the engine121, the BISG 121B is caused not to deliver positive drive torque.

In embodiments of the present invention the predetermined lowerthreshold speed VLT is typically set to a nominal value, in the presentembodiment a speed corresponding to the creep speed of the vehicle ofsubstantially 5 kph although other values of VLT may be used. In thepresent embodiment the value of VUT is set in dependence on the gradientof the driving surface as indicated by gradient signal GS. The value ofVUT is arranged to decrease with increasingly steep uphill gradient,until above a predetermined upper value of gradient signal GUS the valueof VLT is set substantially to zero in order to prevent the engine 121from switching off. In some embodiments, above a predetermined gradientvalue the engine 121 is not switched off automatically by the controller129C even if the vehicle 100 comes to rest.

In the present embodiment the value of VUT is set to a value in therange from substantially 10 kph to substantially 17 kph depending on thegradient, the value of VUT decreasing from 17 kph to 10 kph as thegradient increases from substantially zero (corresponding tosubstantially level ground) to a gradient of substantially 25%. If thegradient exceeds 25% the powertrain controller 129C is configured not tocause the engine 100 to be switched off automatically.

In some embodiments the value of VUT may vary between different upperand lower limit values depending on the gradient. In some embodimentsthe value of VUT varies from a value of substantially 30 kph to a valueof substantially 10 kph as the gradient steepens from substantiallylevel ground to a gradient of substantially 25%.

In some embodiments the value of VUT may be substantially independent ofthe gradient.

It is to be understood that, in the event the driver releases the brakepedal 163 and depresses the accelerator pedal 161, whether the vehicle100 is stationary or moving, the powertrain controller 129C causes thestarter 121S to restart the engine 121 if the engine 121 has alreadybeen stopped in a SOTM procedure. Once the engine 121 is restarted thecontroller 129C causes the engine 121, optionally in combination withthe BISG 121B, to generate an amount of drive torque corresponding tothe amount demanded by the driver.

In the present embodiment, if a SOTM procedure is executed and thevehicle 100 comes to a stop on an uphill gradient for which the gradientsignal indicates the gradient exceeds a predetermined value, thepowertrain controller 129C automatically causes the brake controller126B to establish or maintain a brake pressure of at least apredetermined amount in order to hold the vehicle 100 stationary andsubstantially prevent rollback. The predetermined amount issubstantially fixed in the present embodiment although in somealternative embodiments the predetermined amount may be determined atleast in part in dependence on the gradient signal.

In some embodiments, the powertrain controller 129C is configured toreceive a torque converter status signal indicative of the state of thetorque converter comprised by the automatic transmission 124. When thevehicle speed exceeds the predetermined lower threshold speed VLT but isless than the predetermined upper threshold speed VUT and the conditionsare met that (1) the brake pedal position signal BPS indicates the brakepedal 163 is depressed by more than a predetermined amount, (2) theaccelerator pedal position signal APS indicates that the acceleratorpedal 161 is in a released position, i.e. an undepressed position, and(3) the torque converter status signal indicates that the torqueconverter is in the disconnect condition, the powertrain controller 129Cis configured to cause the engine 121 to be switched off and the BISG121B to not develop positive drive torque. If any of conditions (1) to(3) are not met, the controller 129C does not automatically cause theengine 121 to be switched off and the BISG 121B not to develop positivedrive torque. The feature that a torque converter status signal isreceived by the powertrain controller 129C and employed to determinewhen to turn the engine 121 off has the advantage that the engine 121may be turn off only when the torque converter has been confirmed to bein the disconnect condition, rather than assuming the torque converterwill be in the disconnect condition if the accelerator pedal is releaseand the brake pedal depressed.

Embodiments of the present invention have the advantage that unwantedand non-useful fuel injection may be reduced without adversely affectinga vehicle's dynamics, at higher speeds than those employed in knownvehicles employing engine stop/start technology. Thus, a driver'sperception of a vehicle's response to driver inputs to the steeringwheel 181, brake pedal 163 and accelerator pedal 161 may remainsubstantially the same whilst reducing emissions by turning off theengine 121 under certain predefined conditions. In some embodiments, anincrease in fuel economy in the range 2-6% may be enjoyed and areduction in emissions in the range 2-6%.

FIG. 3 is a flow diagram illustrating operation of the vehicle 100 ofthe embodiment of FIG. 1.

At step S101 powertrain controller 129C calculates a value of VLT andVUT in dependence on the gradient of the driving surface as indicated bygradient signal GS. The controller 129C then continues at step S103.

At step S103 the powertrain controller 129C determines whether vehiclereference speed VR meets the condition VLT<VR<VUT. If this condition isnot met the controller 129C continues at step S101, else the controller129C continues at step S105.

At step S105 the powertrain controller 129C determines whether brakepedal position signal BPS indicates that brake pedal 163 is depressed bymore than a predetermined (non-zero) amount and accelerator pedalposition signal APS indicates that accelerator pedal 161 is undepressed.If these conditions are met the controller 129C continues at step S107else the controller continues at step S101.

At step S107 the controller 129C executes a SOTM procedure. Thecontroller 129C then continues at step S109.

At step S109 the controller 129C determines whether, based on signalsBPS and APS, the driver has released the brake pedal 163 and depressedthe accelerator pedal 161. If this condition is met, the controller 129Ccontinues at step S111 else the controller repeats step S109.

At step S111 the powertrain controller 129 causes the engine 121 to berestarted, and attempts to meet driver powertrain drive demand by meansof the engine 121 and optionally the BISG 121B in addition, in themanner described earlier. The controller 129C then continues at stepS101.

FIG. 4 shows a vehicle 200 according to a further embodiment of thepresent invention. Like features of the vehicle 200 of the embodiment ofFIG. 4 to those of the vehicle 100 of the embodiment of FIG. 1 are shownwith like reference signs incremented by 100.

The vehicle 200 of the embodiment of FIG. 4 has similar features to thatof the embodiment of FIG. 1. In addition the vehicle 200 has aforward-looking video camera 220C configured to capture images ofterrain and objects ahead of the vehicle 200. A stream of capturedimages in the form of image or frame data is transmitted from the camera220C to an image processing module 220P.

The processing module 220P analyses the images received in order toidentify the presence of traffic lights ahead of the vehicle 200 in thepath of the vehicle 200. If the processing module 220P identifies thepresence of traffic lights in the images, and determines that thetraffic lights are in a state that allows traffic to continue moving,the processing module 220P outputs a ‘SOTM suspend’ signal to thepowertrain controller 229C indicating that a SOTM procedure should notbe carried out.

If the processing module 220P determines that the traffic lights are ina state that does not allow traffic to continue moving, the processingmodule 220P does not output the ‘SOTM suspend’ signal to the powertraincontroller 229C. Accordingly, the powertrain controller 229C may cause aSOTM procedure to be carried out if the required conditions exist.

It is to be understood that, in some embodiments, the processing module220P may be provided with information indicative of the geographicallocation of the vehicle 200 and information indicative of thegeographical location of traffic lights. The processing module 200 mayuse this information in combination with captured image data todetermine, based on the image data, the state of traffic lights that areknown to exist according to the geographical location information. Thismay be particularly advantageous at locations where traffic lights maybe present in the field of view of the camera 220C on a road parallel tothat on which the vehicle 200 is driving, not being in the path of thevehicle 200. It may also be useful where other light sources or colouredobjects may be visible not being traffic lights. The processing module220P may ignore such lights or objects if the geographical locationinformation does not indicate that a traffic light is expected to bepresent at that location.

The vehicle 200 also has a forward facing radar module 220R. The radarmodule 220R is configured to detect the presence of vehicles ahead ofsubject vehicle 200 and provides information to the powertraincontroller 229C indicative of the relative location and speed ofvehicles ahead of the subject vehicle 200. The information is used bythe powertrain controller 229C in the implementation of an active cruisecontrol (ACC) speed control system that adjusts vehicle speed to a speedbelow a user set-speed in the presence of slower moving traffic in apath of the vehicle 200.

In the present embodiment, the radar module 220R also outputsinformation indicative of the relative location and speed of vehiclesahead of the subject vehicle 200 to the processing module 220P. If theprocessing module determines that traffic is ahead of the vehicle 200that is substantially stationary and in the path of the vehicle 200 theprocessing module 220P does not output the ‘SOTM suspend’ signal to thepowertrain controller 229C.

FIG. 5 is a flow diagram illustrating operation of the vehicle 200 ofthe embodiment of FIG. 4.

At step S201 powertrain controller 229C calculates a value of VLT andVUT in dependence on the gradient of the driving surface as indicated bygradient signal GS. The controller 229C then continues at step S203.

At step S203 the powertrain controller 229C determines whether vehiclereference speed VR meets the condition VLT<VR<VUT. If this condition isnot met the controller 229C continues at step S201, else the controller229C continues at step S205.

At step S205 the powertrain controller 229C determines whether brakepedal position signal BPS indicates that brake pedal 263 is depressed bymore than a predetermined (non-zero) amount and accelerator pedalposition signal APS indicates that accelerator pedal 261 is undepressed.If these conditions are met the controller 229C continues at step S207else the controller continues at step S201.

At step S207 the controller 229C determines whether the processingmodule 220P is generating a ‘SOTM suspend’ signal. If the processingmodule 220P is generating such a signal the controller 229C continues atstep S201 else the controller 229C continues at step S209.

At step S209 the controller 229C executes a SOTM procedure. Thecontroller 229C then continues at step S211.

At step S211 the controller 229C determines whether, based on signalsBPS and APS, the driver has released the brake pedal 263 and depressedthe accelerator pedal 261. If this condition is met, the controller 229Ccontinues at step S213 else the controller repeats step S211.

At step S213 the powertrain controller 229C causes the engine 221 to berestarted, and attempts to meet driver powertrain drive demand by meansof the engine 221 and optionally the BISG 221B in addition, in themanner described earlier. The controller 229C then continues at stepS201.

In some embodiments, the gradient of the driving surface ahead of thevehicle is used to set the VUT. The gradient of the driving surfaceahead of the vehicle may be determined using vehicle-borne sensors suchas stereoscopic cameras or radar system, or may be determined based onsufficiently accurate 3D map data combined with a known current positionand driving path of the vehicle itself. Only a relatively short distanceahead of the vehicle needs to be considered, for example less than 300metres ahead, and preferably between 10 m and 100 m ahead. In this way,the gradient which will be experienced either imminently (that is, theroad surface immediately ahead of the vehicle) or within the next fewseconds, can be used to avoid the situation that a decision is made withrespect to gradient information which will not persist. The sameprinciples and calculations as discussed above in relation to a currentgradient (that is, based on the current pitch of the vehicle) can beapplied instead to a gradient signal based on a gradient of the roadsurface ahead of the vehicle. Generally, the value of VUT is arranged todecrease with increasingly steep future uphill gradient. Potentially,the value of VUT could be arranged to decrease with increasingly steepdownhill gradient.

The future gradient may be taken as a maximum gradient value within alook ahead distance, or may be an average gradient within the look aheaddistance, or the average gradient over a predetermined portion of thelook ahead distance.

It will be appreciated that the future gradient could be used instead ofthe current gradient, or more preferably in combination with the currentgradient. For example, if the current gradient is downhill but thefuture gradient indicates that the gradient levels out to become almostflat or reverses to an limited uphill gradient within the look aheaddistance, then a SOTM procedure may be initiated, in the knowledge thatexcess vehicle speed which builds up as the vehicle travels downhillwill be offset by a future flat or limited uphill gradient.

In another example, if the vehicle is currently driving on a steepuphill gradient, but a shallower gradient, level gradient or downhillgradient are present shortly ahead of the vehicle, then a SOTM proceduremay be initiated, in the knowledge that the current momentum of thevehicle will be sufficient to carry the vehicle beyond the current steepuphill gradient.

In some embodiments, the vehicle may be provided with an electric pumpfor driving a gear change of the vehicle. The electric pump can bepowered by a power source such as a battery or an alternator. As will beexplained below, this permits a SOTM procedure to be carried out using ahigher VUT than is generally achievable without an electric pump. Inparticular, conventionally, gear changes utilise hydraulic power whichis driven by the IC engine. Following a SOTM procedure, there may not beenough power for a gear change or only be sufficient hydraulic power fora single gear change, making it possible only to initiate the procedureat low speeds, and in particular in low gears. However, if an electricpump is provided to drive gear changes when the engine is off, thenprovided that sufficient electrical power is available, multiple gearchanges can be provided when the IC engine is off. This enables a SOTMprocedure to be initiated at higher speeds.

It will be understood that the embodiments described above are given byway of example only and are not intended to limit the invention, thescope of which is defined in the appended claims.

Throughout the description and claims of this specification, the words“comprise” and “contain” and variations of the words, for example“comprising” and “comprises”, means “including but not limited to”, andis not intended to (and does not) exclude other moieties, additives,components, integers or steps.

Throughout the description and claims of this specification, thesingular encompasses the plural unless the context otherwise requires.In particular, where the indefinite article is used, the specificationis to be understood as contemplating plurality as well as singularity,unless the context requires otherwise.

Features, integers, characteristics, compounds, chemical moieties orgroups described in conjunction with a particular aspect, embodiment orexample of the invention are to be understood to be applicable to anyother aspect, embodiment or example described herein unless incompatibletherewith.

The reader's attention is directed to all papers and documents which arefiled concurrently with or previous to this specification in connectionwith this application and which are open to public inspection with thisspecification, and the contents of all such papers and documents areincorporated herein by reference.

The invention claimed is:
 1. A vehicle comprising: a stop/start control system for controlling at least a portion of a powertrain of the vehicle, the control system being configured to: receive speed information indicative of vehicle speed; receive brake information indicative that a braking system has been activated to apply brake torque; and cause an engine of the vehicle to be switched off while the vehicle is in motion and when a first set of predetermined conditions are met, the first set of predetermined conditions including the brake information indicating that the braking system is active and the speed information indicating that the vehicle speed is a below an engine-off speed, the engine-off speed being determined by the control system at least in part by reference to information received by the control system; and an electric pump for changing gear while the engine is switched off, wherein the control system is further configured to operate the electric pump to change gear while the engine is switched off and the vehicle is in motion.
 2. A vehicle according to claim 1 wherein the control system is configured to receive drive demand information indicative of an amount of drive demanded of the powertrain of the vehicle, and the first set of conditions further includes the drive demand information indicating that positive drive is not being demanded of the powertrain.
 3. A vehicle according to claim 2, wherein the drive demand information is generated at least in part in dependence on a position of a user-operated drive demand input control, and the control system is configured to determine that the drive demand information indicates that positive drive is not being demanded of the powertrain if the position of the user-operated drive demand input control corresponds to a predetermined position.
 4. A vehicle according to claim 3, wherein the predetermined position corresponds to an input control-released position.
 5. A vehicle according to claim 1, wherein the first set of predetermined conditions includes the control system having determined that a stationary vehicle lies in a path of the vehicle ahead of the vehicle.
 6. A vehicle according to claim 1, wherein the first set of predetermined conditions includes the control system having determined that a traffic control system is in a path of the vehicle ahead of the vehicle and the traffic control system indicates that the vehicle must stop.
 7. A vehicle according to claim 6, wherein the traffic control system is a traffic light control system and the traffic light control system indicates that the vehicle must stop.
 8. A vehicle according to claim 1, wherein the control system is configured to automatically cause the braking system to apply brake force to one or more brake wheels to substantially prevent rollback of the vehicle if a second set of conditions are met, the second set of conditions comprising the vehicle speed having fallen substantially to zero and the engine having been stopped automatically by the control system.
 9. A vehicle according to claim 1, wherein the control system comprises an electronic processor having an electrical input for receiving the brake information and speed information; the control system comprises an electronic memory device electrically coupled to the electronic processor and containing stored instructions; and the processor is configured to access the memory device and execute the instructions such that the processor is operable to cause the engine to be switched off while the vehicle is in motion and when the first set of predetermined conditions are met.
 10. A vehicle according to claim 1, wherein the powertrain comprises a driveline including an automatic transmission, and the vehicle includes a torque converter configured to cause disconnection of the engine from at least a portion of the automatic transmission.
 11. A vehicle according to claim 10, wherein the torque converter is provided in a torque flowpath from the engine to the automatic transmission.
 12. A vehicle according to claim 11, wherein the torque converter is comprised by the automatic transmission.
 13. A method of controlling a vehicle, the method comprising using a control system for: receiving speed information indicative of vehicle speed; and receiving brake information indicative that a braking system has been activated to apply brake torque; causing an engine of the vehicle to be switched off while the vehicle is in motion and when a first set of predetermined conditions are met, the first set of conditions including the brake information indicating that the braking system is active and the speed information indicating that the vehicle speed is a below an engine-off speed, the engine-off speed being determined by the control system at least in part by reference to information received by the control system; and operating an electric pump to change gear while the vehicle is in motion and the engine is switched off.
 14. A non-transitory computer readable storage medium including computer readable code for controlling a vehicle to carry out the method of claim
 13. 15. A non-transitory computer readable medium loaded with a computer program product executable on a processor to implement the method of claim
 13. 16. A processor configured to implement the method of claim
 13. 